Direct acting steam engine



(No Model.) 4 Sheets-Sheet 2.

M. N. & E. P. LYNN.

DIRECT ACTING STEAM ENGINE.

No. 366,122. I

mmmu I w Patented July 5, 1887.

I (No Model.)

I 4 Sheets-Sheet; 3 M. N. &. E. P., LYNN.

DIRECT ACTING STEAM ENGINE.

No. 366,122. v Patented July 5, 1887.

rvi-nesses.

(No Model.)

MQN. & E. P. LYNN.

4 she etssheet 4.

DIRECT ACTING STEAM ENGINE. No. 366,122.

Patented July 5, 1887.

J I I J Wi'Zueaa a Inve nivr-s UNITED STATES PATENT OFFIC MIRABEAU N. LYNN AND ELMORE P.

LYNN,'OF RISING SUN, INDIANA, AS-

SIGNORS, BY MESNE ASSIGNMENTS, TO THE LYNN ENGINE COMPANY,

OF DAYTON, QHIO.

SPECIFICATION forming part of Letters Patent No. 366,122, dated .l'uly 5, 18857 I Application filed January 16, 1886. Serial No. 188.722. (No model.)

To aZlgwhom it may concern:

Be it known that we, IVIIRABEAU N. LYNN and ELMORE P. LYNN, of RisingSun, in the county of Ohio and State of Indiana, have in- Vented certain new and useful Improvements in Direct-Acting Steam-Eugines; and we do hereby declare the following to be a full, clear, and exact description of the same, reference being had to the accompanying drawings, form- IO ing a part of this specification, and tothe figu res and letters of reference marked thereon.

The present invention relates more especially to engines of the direct acting type, wherein two or more pistons are caused to act succes- 1 sively upon a crank or equivalent device'for converting reciprocating into rotary motion; and it consists, generally, in the novel and improved mechanism for effecting the admission to and escape of steam from the cylinders for connecting the pistons and crank for control ling the steam-supply, as well as in certain minor featu res of construction and arrangements of parts, as hereinafter fully described,'and pointed out in the claims.

In the accompanying drawings,qFigure l is a longitudinal vertical section, partly in elevation, and Fig. 2 an end view, partly in section, and with the head removed, of a double cylinder engine, showing the application of our invention. Fig. 3 is an end view ofthe detachable head; Fig. 4, a sectional view of the piston and cylinder, taken on the line 00 a: of Fig. 1, and with the cylinder-head removed. Fig. 5 is a diagrammatic view ofaportion ofthe piston and cylinder, showing. the relative positions of the inlet and exhaust ports at different points in the movement of the piston. Fig. 6 is an end view of acrank-shaft,pitmen, pistons, and connections, with frame and cyl- 4o inders removed. Fig. 7 is a perspective view of the pitmen separated.

Similar letters of reference in the several figures denote the same parts.

In carrying into practice our present inven tion, and as auxiliary thereto, it is essential that we employ a main supportingframe, a crank-shaft, B, two or more opposing cylinders, G,.two pistons, D, and pitmen E,con necting each piston with the crank. Although -or frame A of the machine.

these parts are necessary, their form and'construction may be varied at will, solong as the proper relation of the cooperating parts is preserved, as will presently be described; but .We prefer the construction shown as embodying improved features which contribut n aterially to the success ofthe machine, considered as a whole.

" As shown in the drawings, the main supporting-frame and cylinders U are united to form a casing forthe reception of the operating mechanism and a support for the latter.

This casing is composed, essentially, of the central cylindrical portion, A, open at one end'and formed with diametrically-opposite cylinders O, the walls of the latter being made double,with an open space between for the cir- -culation of steam, which is admitted at a to the jacket of the lower cylinder and passes I through a channel, a, to thejacket of the upper cylinder, from whence it escapes through a channel leading to an opening, a, Fig. 2, in

the end of the cylindrical portion A of the casing.

To the open end of the casing Ais fitted and bolted a head, A in which are formed 7 three steam-passages, a a a",-con1municating "at one end with a central chamber, a. The

passages on and a communicate, respectively, with passages a and a in the main casing leading to the cylinders, while the passage a communicates with the opening a, from which the steam issues after circulating th rough the jackets of the cylinders, as described.

The driving-shaft B passes through and is supporte'dvwithin a bearing, a, formed in the end A of the casing, andis provided with a crank-pin, B, and counterbalance-weight B, both of the latter being located and rotating within the cylindrical portion A of the casing This bearing a is provided with conical apertures to receive the quarter-brasses. a within which the shaft rotates, said brasses receiving the thrust of the pistons, and, being made adjustable longitudinally of the shaft, they can be setup to 5 compensate for wear. The brasses a. are adjusted by bolts a, screwedinto the end of the bearing and provided wit-h shoulders a, pressing against the outer ends of said brasses, and the latter are withdrawn or .held in'position by bolts a. passing through a ring or capplate, at. The cap-plate et. fits over the shaft and is held in position by nuts 0., working on the bolts a, and in a recess formed in the inner face of the cap-plate and surrounding the shaft is fitted a packing-ring, a.

As it'is our purpose in this engine to provide for the lubrication of the various operating parts by the steam and mingled water and oil contained within the casing, we form a c ly innel, a", at or near the inner end of the bearing and leading from a cup, a, to the shaft for the admission of the lubricant, and eonnect. the space between the cap-plate a and bearing with-the interior of the casing, as at a, so as to balance the pressure of the steam in the bearing and permit the liquid to circulate therein by gravity, and we apply the packing-ring to the shaft in order to form a tight joint at the other end of the bearing, and thereby maintain this balancing of thepress ure and at the same time prevent the escape of steam, 860., around the shaft.

The pitmeu E are applied to the crank-pin and eonnectedto their pistons in the following manner, to insure a constant bearing upon the crank-pin when operating to drive the latter and a bearing upon the opposite pitman when the cylinder is exhausting, and to'pe'rmit of a rotary or oscillating movement of the pistons about their longitudinal centers: Each pitman is furnished with a transverse head or socket, 0, formed at one end and on the side next the rod cwith a segmental flange, c and on' the opposite end with an annular collar, containing a segmental bearing, 0, for the crank-pin and an enlarged segmental bearing, 0 on the side opposite the rod 0, equal in depth but slightly exceeding in width the segmental flange c When applied to the crankpin, the corresponding sides of thetwopitmen are brought together, so that the segmental flange 0 of the one will enter within the enlagged segmental bearing 0 of the other and orm a cylindrical bearing to receive the crankpin. The flange a being narrower than its bearing 0 in the opposite collar, the two pit- 0 men are free to vibrate independently upon the crank-pin, and at the same time are pre vented from separating, and each pitman is given an extended bearing longitudinally of the crank-pin and upon the side to which the piston is applied. The pistons are united to the outer endsof the pitmen by ball-and-soeket joints 0, which not only permit the pitmen to vibrate as the crank rotates, but furnish a hearing about which the piston-head can rotate 5 or oscillate as it is reciprocating within the cylinder.

The pistons, which, like the pitmen, are daplicates, perform the double office of driving the crank and automatically controlling the opening and closing of the inlet and exhaust ports, as follows=The steam-passages a and a terminate withinthe cylinders in the ports G G, preferably elongated in the direction of the length of the cylinders and formed with parallel edges 9 g. The pistons D are each formed with tubular extensions d, and the heads 0 of the cylinders are depressed, so as to enter within the said extensions or prolongations at of the pistons. The tubular portion of the heads 0 is slightly less in diameter than the interior of the tubular prolongations of the pistons, so as to leave sufficient space between them for the free circulation of steam. The packing-rings d are applied to the exterior of and near the outer ends of the tubular extensions of the pistons, and the inlet-ports G are located within the cylinders in the plane of the revolution'of the crank and at a point just beyond thetraverse ofthe packi ng-rings (1 toward the center. \Vithin each cylinder, to one side of and below the inlet-ports, is located the exhaust-passage H, terminating within the easing A. The pistons I) are each provided'with a channel or passage, I, communicating with theouter end of the cylinder. Each piston is furnished upon one side with a longitudinal extension, d, which is cored or boredout on a line parallel with the axis of the cylinder to form a tubular socket, d These sockets d, which stand opposite and facing each other, receive the cylindrical ends of a cross-head, J, which is loosely hung upon an extension, J, of the crank-pin, by which means the pistons are simultaneously caused to oscillate from one side of the center to the other as they reciprocate to and fro in the cylinders. v

The operation of the devices thus far'described is as follows: Steam from the boiler enters at a, and after circulating through the steam-j ackets of the cylinders is delivered into the chamber a, from whence it passes to the inlet-port of each cylinder. Starting with the crank at one extreme of its throwand with the upper piston at the outer end of its stroke andthe lower piston at the inner end of its stroke, as shown in Fig. 1, the port Iin the face of the upper piston laps slightly the inlet-port G, forming an elongated opening through which the steam passes into the cylinder above the piston, while the port I in the lower piston in like manner uncovers one side of the exhaust-passage H. As the pistons descend the crank, rotating in the direction indicated by the arrow in. Fig. 2, operates,- through its extension I and the cross-head J, to-rotate both pistons in the direction indicated by the arrow, Fig. 2, thereby causing the port I of the upper piston to approach the port G in a diagonal direct-ion to increase the area of the inlet, while the port I' of the lower piston in like manner increases its exhaustpassage H. This lateral or oseillative motion of the piston, produced by the cross-head and crank, is greatest at the beginning of the stroke of the piston, and gradually diminishes as the crank approaches ahorizontal line or quarterof the piston is reversed,'causing the portl IIO of the piston takes placesinmltaneously with and is dependent upon its reciprocation, the port I will traverse an ellipse, as developed upon theinterior of the cylinder, theextremes 'ot the movement occurring at the middle of the stroke of the pistons in either direction and while thecrauk is projected at right angles to the axes of the cylinders or line of movement of the pistons.

As will be obvious to the skilled mechanic, the point at which the inlet and exhaust v ports shall be opened widest or closed by the ports in the pistons depends upon the size, shape, and relative arrangement of the ports.

f In the example given the maximum opening ets formed in the ring.

occurs at about onequarter stroke and the inlet'ports are closed at five-eighths stroke, the opening of the inlet and exhaust ports taking place along the longer edges of the ports, and when the ports I in the piston. stand nearly, if not quite, opposite the inlet port of one cylinder and the exhaustport of the other, so that a relatively large opening is quickly secured. v

For the purpose of balancing the lateral pressure of the steam upon thepiston to prevent leakage, we form in the cylinder and dia metrically opposite the inlet-port (l, a chamber, G which communicates with the steam supply passage a and is provided with a removable cap, G". Within this chamber is fitted a-ring, y, provided with a packing, g,

on its exterior, and adjusted and held inpositionby set-screwsg", passing through the cap G, with their ends seated in recesses or-sock- The face of this ring surface of the cylinder, and the periphery of the piston and the. area of the openingthrongh which the steam is exposed to the surface of the piston equals the area of the inlct-port(l, so that a balance ot'pressurc is secured. 'the ring g, which merely serves packing or valve to prevent the escape of steam at this point, is held to its place against the piston by the pressure of they steam uponits outer end. Byemploying the open valve,hcld to its work by a comparatively slight pressure, depending upon the area exposcd to the action of the steam, and causing thestcam to act directly upon the piston at op ositcsidcs, a balance of pressureis sccurer, without materially increasing the friction upon the surface of the piston, as would be the case were the inner end of the valve 9 closed.

The speed 01' the engine is varied or controlled by means of a balanced throttle-valve, 'K, located between the passages a a, leading to the cylinders, and the passage (5', which is in communication with the steam-jackets.

This valve K ispreterably formed with two cylindrical hcads, Ir, united by a central spindle, k, and a tubular casing, It", the latter provided with two series of slots oiop'ei1ings, If

site the chambered extremities of said passa es, and the pressure in the cylinders can be controlled by reciprocating said valve in the chamber a, aswill be readily understood. The speed of the engine is automatically controlled by means of a governor-driven from the shaft and operating to set or adjust the valve K to admit or cut oil the steam, as follows: 'lQhe-removable head A of the casing A is provided with a cross piece, L, supporting a hearing, I, concentric with the axis of the main driving-shaft, and in said bearing is mounted a sleeve, L, carryingat its inner end a crank, Z, engaging the end of the extension J of the crank-pin, andat itsop'posite or outer end provided with a yoke, [pin the opposite extremities of which are pi voted the governor: weights L. \Vorking i'rcelywithiu the sleeve L is a pin, Z", towhich is secured a crosshead, Z, providedwith rearwardly-projecting. shoulders 1', whose ends are concavcd to form bearings l, and each governor-weight L" is provided with an arm,- Z whose t free end tits within and engages one of said bearings Z, so

that as the weights separate or are forced apart the arms acting upon the shoulders l" of thc-crosshcad I, will cause thc pin L to reciprocate, and at thesamc time oscillate slightly within the sleeve 1, the extent of the movci'mmt thus produced depending upon the weight of the governor and thcspccd at which it is rotating .The pin 6, whose outcr extremity iscurved to form a center bearing, projects into a socket, It", in the end 01' the the governor weights and can befadjnstcd to resist the movement of the latter in any required degree of pressure tovary thcact ion of the governor upon the throttle-valve, An opening or duct, m, formed through the valve K to putthe outer end of thechan ber a in communication with the interior of the might escape or leak into the outer end of the.

chamber a from exerti n g pressure upon the end .l-ty theopcning and closing of,

of valve K. the valve K not only is the pressure of the steam in the cylinders varied and controlled, but also that in the chambcrxG; hence the balancing effect upon the piston remains (f0ll' stunt.

It will be observed that the governor and valve mechanism arcsu pported entirely withiri the removable headv of the mail casing, and 1 can be applied and removed therewith The cross-piece L, which is preferably cast integral I 20 casing, and thus prevent the steam .whi'clr-,

, inulate, andthe governor-weights, passinginlo and through the fluid, serve to distribute it overthe working surfaces. An overflow-pipe, is fastened in the cross-piece or its flanges, with i'tslong end projecting downward below the level of the oil, so that the water rising in the tube will be carried off and delivered into the main casing, (which latter contains asuitable overflow or relief opening,) leaving the.

oil in the receptacle.

Having thus described our invention, we

claim.

1. In a multiple cylinderdirect-actingsteamengine constructed as described, the combination, with the crankpshaft and independent pitmen applied to the crank-shaft, of the pistons connected to their respective pitman, so as to oscillate thereon, substantially as de- 2. In a direct-acting steam-engiuc such as described, the combination, with the crankshaft and independent pitmen, of the oscillating pistons, each provided with a port opening into the cylinder above the piston,and the cylinders provided with inlet and exhaust ports diagonally arranged, substantially as described. v

, 3. Ina direct-acling steam-engine, and in combination with the crank-shaft and independent pitnien applied thereto, the oscillating piston attached to each of. said pitmen, the jacketed cylinders provided with inlet and exhaust ports upon their interior with. a port in the piston, said inlet and exhaust ports being diagonallyarranged with respect to the longitudinal movement of the pistons, substantially as described.

4. In a direct-acting steanrengine, and in combination with the cylinders containing inlet and exhaust ports, as described, the separate oscillating pistons, each provided, with a port for alternately. putting the cylinders into communication with the inlet and exhaust ports, said pistons connected by a ball-audsocket joint to pitmcn applied to the crankpin,'and devices for oscillating said pistons-as they are reci-procated within the cylinders,

substantially as and for the purpose specified.

5. The combination,inadirect-actingsteamengine such as described, and with the crankshaft, pitmen, cylinders, and oscillating pistons, of a cross-head loosely mounted upon the crank-pinand engaging the pistonsto-ca se the latter to oscillate as the crank-shaft revolves and the pistons reciprocate, substantially as described.

6. In a direct-acting steam-engine, the combiuation,with the crank-shaft, the pistons, and pitmcn connected to said crank-shaft, of the cylinders provided with inlet and exhaust ports cooperating with a port in each piston, and a eross'-head loosely mounted upon the cranlcfand provided with cylindrical ends enco-operating piston, substantially as said inlet-port to control theadmission ofsteam to the cylinder, a chamber communicating with the steam-supply and located opposite the inlet-port for balancing the lateral pressure of the steam upon the piston, substantially as described.

8. The combination, with the cylinder and the oscillating piston reciprocating longitudinally therein, of the inlet and exhaust ports in the cylinder and the cooperating port in' the piston, and the chamber opposite the inlet-port communicating with the steam-supply and opening into the cylinder and against the piston, substantially as and for the purpose set forth.

9. In combination with the reciprocating and oscillating piston provided with a port opening above the head or diaphragm, and the cylinder in which said piston operates, provided with inlet and exhaust ports, as de scribed, the chamber-located opposite the inletport and communicating with the steanrsupply, and the annular valve or packing working in said chamber and against the piston, substantially as -escribcd.

10. In a direct-acting steanrcngine, and in combination with the driving-shaft, inclosingcasing, and cylinders exhausting into said cas' ing, the cap-plate and packing applied to the outer end of the bearing and surrounding the shaft, and the two passages or duets, the one between the inner end of the bearing and the interior of the casing and the other extending from the outer end of the bearing to the interior of the casing, substantially as and for the purpose set forth.

11. In a direct-acting steanrcngine containing radially-arrangcd cylinders, a central drivlug-shaft carrying a crankpin, pistons reciprocating in said cylinders and each connected to the crank-pin by a separate pitinan, and a cross-head hung loosely upon the crank-pin and engaging opposing pistons, the co1nbination of a throttle-valve governing the stcan1- supplypassages arranged in line with the driving-shaft and a governordriven from the crank and located between the throttlcvalve and driving-shaft and upon a center coincident therewith, substantially as dcsci died.

12. In a direet-acting steameugine, the combinationm'ith the casing and the jacketed cylinders, ol' the removable head provided with steam-passages comm uni cali ng with said jack et-s and the inletpo rts of the cylinder, the cen tral chamber in said head, and the throttle valve located in said GllfillllH-l, substantially as described.

13. In a directtithing steanrcnginc wherein the steam-passages colnmunh'nime; with the inlet-Ports connect with a. sham": r nto which.

the steam is admitted under pressure, the co m bination of a throttle valve located in said chamber and provided with cylindrical ends,

a slotted sleeve, and a longitudinal passage whereby the pressure upon opposite ends of said valve is balanced, substantially as described.

14. In a directacting steam-engine, the combination,with the cylinder provided with the tubular head and the inlet and exhaust ports, of the piston with its port and tubular extension bearing the paekingrings near the outer end thereof and a pitman connecting said pistou with the crank-shaft, so as to permit the former to oscillate about its longitudinal axis simultaneously with its reciprocation in the cylinder, as and for the purpose specified.

15. In a direct'acting steam-engine such as described, and in combination with the cylinders and independent pistons reciprocating therein and oscillating about their longitudi; nal axis, the elongated inletand exhaust ports located within the cylinder in parallel; planes,

but at different distances from the crank-shaft,

and the correspondingly-shaped port in the side of thepiston and opening above the latter,

substantially as and for the purpose specified.

16. In combination with the detachable head applied to the main casing and provided with a rotary governor, as described, the receptacle formed in said head-below the governor weights and provided with the overflow-pipe dipping below the level of the oil to carry off the water, substantially as described.

17. In combination with the cylinder, piston, crank-shaft, and connecting-rod of asteamengine, the steam and balancing ports located upon opposite sides of the piston and in the plane of the rotation of the crank, whereby the lateral thrust of the crank upon the piston is opposed by the steam-pressure in one of said ports, substantially as described.

18. In a steam -engine such as described, and in combination with the crank-pin thereof, the sleeve L, supported in the cross-piece L and provided with yoke Z and crank Z, governor-weights L, hung on pivots in the yoke Z and provided with arms, the pin Z supported within the sleeveL and provided with bearings to receive the arms of the governorweights, and the throttle-valve K, having a hearing at one end to receive the pin Z substantially as described.

19. In a direct-acting steam-engine, a central casing and jacketed cylinders, in combination with a removable head carrying throttlevalve and governor, substantially as described.

20. In a steam-engine such as described, wherein the pressure of steam in the inlet-port is directed against the side of the piston during a portion of its stroke, and in combination with said piston and thecylinder containing the inlet-port, abalancing-port opening against the piston, as and for the purpose set forth.

MIRABEAU N. LYNN. ELMORE P. LYNN.

Witnesses:

F. A. WITHERS,

D. S. WILBER. 

